Carburetor



P. 5. CE I CARBURBTOR Filed lay 21, 1928 Sept. 30, 1930.

5 Sheets-Sheet E/CZZQZ I V Ill EL w v.

Sept. 30, 1930. P. s. TICE 1,776,988

CARBURETOR Filed lay 21, 1928 5 Sheets-Sheet 2 Sept. 30, 1930. P. s. TICE 1,776,988

' cmsuna'ron Filed Hay 21, 1928 5 Sheets-Sheet 3 2207 J 65 65 66 In: firms? Sept. 30,1930. c 1,776,988

CARBURETOR Filed Hay 21, 1928 5 Sheets-Sheet 4 P. S. TICE Sept. 30, 1930.

GARBURETOR 7 Filed Bay 21. 1928 5 Sheets-Sheet 5 \L WW M27 75 Patented Sept. 30, 1930 rmlrao STATES PEBOIVAL s. un on, or cnrcaeo, ILLINOIS CABZBUBETOB Application filed May 21', 1928. Serial No. 279,411.

The purpose of this invention is to provide an improved construction in a carburetor for an internal combustion engine adapted to be supplied with the fuel by limited pressure as by gravity from a relatively elevated source. It consists in the elements and features of construction shown and described as indicated in the claims.

; In' the drawings;

Figure .1 is a vertical section axial with respect tothe air and fuel mixture conduit of a carburetor embodying this invention.

Figure 2 is a section at the line 2-2 on Figure 1. i

Figu v by the line 3-3' on Figure 2,'being a partial side elevation of the body of the carburetor with certain parts removed.

Figure 4 is a section at the line 4-4 on Figure 1.

Figure-5 is a view at the plane indicated by the line 5-5 on Figure 2, eing a bottom end view of the body with the bottom cap plate removed.

Figure 6 is avdetail view atthe plane indicated by the line 6-6 on Figure 2, being a partial side elevation of thebody with certain parts removed. by the line 7-7 onFigure 3, being a partial side elevation of the body with certain parts removed. Y v Figure 8 is a' detail section at the line 8-8 on Figure 3.

Fi re '9 is a detail section at the line 9-9 on Figure 6. r a

Figure 10 is a detail sectionat the line 10-10 on Figure 6. V

,Figure 11 is a detail section at the line 11-11 on Figure 3.

Figure 12 is a view similar to Figure 1 showing a modified form. .Figure 13 is a section at 13-13 on Figum 12. i

. Figure l t is a section at 14-14 on Figj, Figure "a lower end plan view of the body-f the-carburetor with the bottom 'cap 4 remdved, asait theplane indicated by the line 15-15 11 Figure 12.

re 3 is a view atthe plane indicated F lgure 7 is a view at the plane-indicated- The structure shown in the drawingscomprises a body member, A, having an an and fuel mixture conduit,'2(),'leadingiirom the air inlet, 21, at which the air enters substantially horizontally with a 90? bend upwardly to the upper end of said body at which it is adapted for mounting at the'engine intake for discharge into the intak manifold, a choke valve, 23, being provided at the entrance, and the throttle valve, mounted at the upper discharge end.

In the upwardly extending part of said '24, being 6L conduit there is mounted a Venturi sleeve, 26,

having formed integrally with it a nozzle member, 27, of s ecial form hereinafter more particularly escribed.

The body member comprises also a fuel chamber, 30, extending adjacent the upwardly extending part of t e air and fuel mixture conduit at the side opposite the air inlet and choke valve, said chamber extending down around and under the convex side of the 90 bend mentioned.

The body also has a horizontally projecting hollow boss, 32, for pipe connection with the fuel source, said boss extending across the fuel chamber, 30, at about the level-of the center of the air inlet, that is, at the rear convex side-of the 90 bend, said boss being extended downwardly, as seen at 32, within the fuel chamber at the rear side of said bend,

and terminatin at about the level of the lower margin 0 the air inlet, where there is mounted in the downwardly protruding end of said boss, a valve fitting, 40, and valve therein hereinafter more particularly described. e

A fuel chamber extending to the lower end of the body is closed at that end by a bottom cap, 45, conical ingeneral form, with its conical cavity at the upper side, and having a marginal exteriorly protruding flange mated in dimensions with the lower end of the body for clamping between said lower end of the body and the bottom cap, a flexible dia phragm, 47, which thereb' becomes effectively the capacity-limiting ottom of the fuel chamber, and above said diaphragm a da'mping plate, 48, which is a metal stamping flexed upwardly, as seen at 48", at the central 1 area within the clamped margin, 48, and

also foldedat a diametrical line, as seen at" 48, to present upwardly at opposite sides of said diametrical lines, downwardly slo ing areas, '48, converging at said line. his damping late has a valved aperture, 48, near'the epressed fold line for admitting liquid through it to the diaphragm, and vent apertures, 48', 48, near the clampedmargin at opposite sides to prevent t'ra ping of air belatween the diaphragm and t e damping p ate.

The diaphr m, 47, has at its under side asheet metal 'sk, 49, reeniorc'ing the diaphragm at a relatively large central circular portion of its area, limiting the flexure of the diaphragm to the annular area, 47*, outside said reenforced central area, and there is provided at the lower side of the diaphragm a coil spring, 50, reacting between'the metal disk, -49,and. thereby between the dia phragm, 47 ,and an adjusting screw, 51, which. is screwed into the lower end of the bottom cap, 45, said spring being centered at its upper end upon the nut, 61, by which the disk, 49, is clamped to the diaphragm, the

-fulcrumed at 65, on a bracket, 48,

lower end of the spring being centered upon the reduced inner upper end, 51,-o the tensioning screw 51.

The center pin, 62, having a wide flange, 63, for clamping the disk, 49, to the diaphragm by the nut, 61, as mentioned, extends upwardly througlra central opening, 48, in the damping plate, 48, for encountering at its upper'end the free end of a lever, 64, mounted on the damping plate near the margin thereof for operating a valve, 70, which is seated downwardly in thevalve fitting, 40, above mentioned. This valve fitting is screwed into the lower downwardly protruding end, 32, of the boss, 32, and has at its lower end an upwardly facing-seat, 40?, for the valve, 70, which seats downwardly, op'ening upwardly, and thereby against the liquid inflow through the boss, 32. .mThe fuel chamber, 30, has an atmosphere vent, 30, at its upper end.

From the foregoing construction it may be understood, that the operation for fuel sup ply to. the chambei,"30, is her is empty, the reaction of the spring, 50, upon the flexible diaphragm, 48, operates for holding the valve, 70, at open position; and

. that as the fuel supplied by gravity or pressureenters through the duct in the boss, 32, it is discharged past, the valve, 7 0, and through the apertures, 48,, 48, in the damping plate, 48, accumulates above thediaphra m, .47, and continues to accumulate in the c amber, 30,. until the hydrostatic pres-- sureof the liquid column thus accumulated operating. upon the diaphragm, 47 is sufiicient to overcome the resistance of the spring,

50, causingthe diaphragm to be depressed and )allow the valve, 10, to descend to'its seat that when the chamwhere it will be heldseated by the pressure of the liquid column in the chamber, 30. The tension of the spring, 50, will be adjusted to limit the height to which the fuel will accumulate in the chamber, 30,'before operatingflthe diaphragm to allow the valve, 70, to closed, to a level slightly below the discharge of the Ifozzle, 27:, whose connection for such discharge will now be described.

The nozzle, 27, formed, as stated, inte rally with the Venturi sleeve, 26, is in theorm of a bridge extending diametrically across the Venturi passage at the throat,'said bridge having a longitudinal passage, 27, fromwhich lead intermediate the ends, a plurality of upwardly discharging ports, 27", having their-upper ends opening at the bottom of a transverse. notch, 27?, in the upper side of thdnozzle'bridge, said bridge having also fuel passages, 27%, 27", leading in from its opposite ends and terminating in restricted discharge 'orts, 27, which open for discharge at t e-opposite ends of the notch 27", and thereby immediately above the level at which the ports, 27*,discharge upwardly in 'said notch. V For. leading the fuel from the fuel chan3- her to. the longitudinalpassage, 27, of the nozzle bridge, the body, A, isformed at o iposite sides of the air and fuel mixture conduit with circularly protruding bosses, and 80, respectively, havin circular recesses, 7 0 and respectively, w ich become vari able capacity chambers by being closed or covered by flexible diaphragms, 71 and 81, re-

spectively, which are clamped at their marmarginal areas of the bosses for'so clampiiig the diaphragms. Access for fuel from the fuel chamber, ,30,to the variable capacity chambers, 7 a and 80*, respectively, is afforded by orts 74 and 84, respectively, controlledoby checlr valves, ,75 and 85, respectively, opening for flow from the fuel chamher into said variable capacity chambers and seating against reverse flow.

Substantially at the vertical plane of the common axis of the two variable capacity chambers, there are formed in the body member, A, at opposite sides of the air and fuel mixture conduit and inwardly from the variable capacity chambers, respectively, vertical- 1y extending 'ducts 76 andi86, respectively,

which open at their upper ends by transverse ducts 77 and '87,'respectively for registration with the opposite ends of the longitudinal passage, 2730f the nozzle bridge. Flow commumcation from the variable capacity chambers to the ducts,'76- and. 86, respectively, is

afiordedby ports', 7 8 and 88, formed in the inner walls of said variable capacity chambers, respectively, and opening at their inner mg on the stem a mum capacity. For housing the spring,

, the inner wall of the'chamber,

the bore extendingacross the'duct, .76, and the sleeve being inserted therein blockadin'g ends in said ducts, 76 and 86, respectively. Theseport-s are desirably provided with flowrestricting fittings, 79 and 89, respectively.

The purposes of these variable capacity chambers with their res ective'fiexible diaphragm' walls are to a ord' momentary or instantaneous increases of fuel supply under certain conditions of engine operation. For this purpose in respect to the variable capacity chamber, 7 0, the diaphragm, 71, has secured to it at the center a stem, 71", by which also there are clamped upon opposite sides of the diaphragm ri 'd disks, 71 limiting its fiexure to an annu ar area outside said disks, and there is provided a spring, 71, reactoutwardly to give the chamber, 70, a mazxi- 1c and guiding the diaphragm stem in its ac tion, there is provided a sleeve, 71, for which 701, is bored,

the duct at'that point.

The inner end of the diaphragm stem, 71?,

dimensioned for slide fit in said sleeve, 71, is.

, bored at its inner end for seating and centering the spring, 7?, whose opposite end is centered in a slight central recess, 71, at the inner end of the bore which is occu'pied by the sleeve, 71. The chamber, 7 0, being thus normally expandedto maximum capacity, and being normall filled with the fuel from the fuel chamber, it will be understood that upon the diaphragm being thrust inwardly for reducing the'capacit of the chamber, the fuel will be forcibl discharged from the chame restricted'port in the fitting,

creasing the fuel dischargqthe check'valve, 7 5, seating againstfiow from the variable capacity chamber back to the fuel chamber, en-

suring that the chamber-reducing movement of the diaphragm will thus eject the fuel toward the nozzle and not drive it back into the fuel chamber. Thevdiaphragm is 0 erated for this fuel discharging movement y a lever, 90', fulcrumed at 91 on a bracket arm, 7 2 which proj ects from theclosure member, 7 2, of the variable capacitychamber, lower termipal'of said lever, 90, bearing against the protruding endof-the diaphragm stem, 71", and the other end of the lever which extends upward and inwardly toward the throttle lever stem, terminates bearing against the hub of the throttle valve 'hperat-' ing lever, 24", in position for encounter bya cam projection, 24, on sai hub in-the initial opening movement of t e throttle valve, whereby, as maybe understood from Figure '2, such i itial opening movement operates the lever in the direction for thrusting the rliaphra ,71, inwardlv as described, for reducing t e capacity of the chamber and ejecting the fuel therefrom.

for flexing. the diaphragm the we n chambers by the movement of whose diaphragms, 71 and 81, respectively, the fuel is delivered under the conditions described to the nozzle, are necessarily arranged at o 0- site sides of the fuel mixture conduit w ich creates a problem for avoiding complicated and difiicult construction, due to the extension of the discharge ducts from said chamhers res actively at opposite sides of said con-.

duiti his problem. is solved in the construction shown by providing connection with the bridge nozzle at opposite ends of the latter. V

In the case of both the variable capacity chambers, 7 O, and in order that they may. fill completely with the liquid, avoiding trapping of air at the upper part, there are provided' restricted vent ports, 70 and 80, respectively, opening into the fuel chamber, 30. Thesevent ports are utilized for effecting a limited governing of the momentarily in-. creased fuel discharge which is caused by the chamber-reducing movement of the dia phragm, rendering that discharge less forci ble when the fuel is relatively hot,as when the engine has been running and become heated, causing the-carburetor to be "somewhat heated,so that it flows more freely under a given impulse than when the fuel is cold as at starting the engine after a long interval of the flexure of the bi-metallic strip withdraws the valve end from the port correspondingly. to the rise of temperature which the strip erives mainly from the fuel which occupies the chamber, The variable vent which isthus e'fi'ected for the fuel, 'ermitting its esca e back into the fuel cham er under the impulge of the capacity-reducing movement of the diaphragm, causes variation inversely but to a corresponding degree of theamount of fuel which the impulse will discharge to the duct leading to the nozzle.

)For thepurpos riable capacity chamber, 80, which serves a e stated in respect tothe va similar function by a different means, the con-- struction comprises a spring, 81, reacting he the p gm, s1, and the diaphr dcover member, 82! At the center of the chamber, 80*, the inner wall of the chamber is bored intersecting the duct, 86, and in the bore there is mounted a valve fitting, 83, which protrudes across the duct, 86, and has ports, 83, opening into the duct; and in this fitting there is mounted a valve, 84*, having its stem protruding from the fitting for encounter of the diaphragm, 81, a spring, 85, being provided at the opposite end reacting agalnst the .inner end of the fitting, 83, for holding the valve normally seated outwardly'with respect tofthe fitting, that is, toward the diaphragm, so that the inthrust of the diaphragm under the stress of the spring, 81, opensthe valve, so that the valve will be seated by the spring, 85, upon .any action by which the diaphragm is moved against the action of said spring, 81, for enlarging the chamber, 80.

For co-operating with the construction, as described, of this variable capacity chamber, 80, there is formed in the wall of the air andv fuel mixture conduit, a duct, 101, which at its upper end opens through a small port, 101, inwardly beyond the seated position of the throttle valve, 24, and at the lower end thisduct opens by a transverse duct, 101', through the diaphragm clamping margin of the chainber, 80, which duct registers with a duct, 10l ,-in the diaphragm clamping and cover member, 82, said duct leading into the chamber, 82, of said diaphragm clamping and cover member at the opposite side of the dia phragm from the chamber, 80.

When the thrc ttle valve, 24, is closed, the

I engine suction o rating-through the duct connection descri ed, producing partial vacuum in the chamber, 82, causes the diaphragm to be retracted against the resistance of the spring 81, permitting the valve to be seated, so that the flow of fuel through the chamber, to the duct, 86, is only that which takes place through the restricted fitting, 89, pass ing thence around'the fitting, 83, for which passage said fitting is reduced in diameter at its inner end, asseen in Figure2. Upon opening the throttle, the resulting diminution of suction,- inorease of pressure,operating through the duct connection described toE-the chamber, 82, causes thediaphragm to befiexed inwardly, reducing the capacity of igfthe chamber, 8Q, opening the valve, 843, and

' gpaiising 'disharge-of fuel past said valve and rough th' bits, 83', in the valve fitting, f the duct, 86,tothe nozzle,

usly and momentarily insage, with the nozzle bridge duct, 27, the

communication with both ducts being effected by means of an annular groove, 27, in the outer surface of the nozzle fitting, said groove extending somewhat more than 180 around the fitting, and thereby connecting the two radial ducts, 27 so.that both of them derive communication with the passages, 100 and 100, leading to a point of fuel discharge beyond the seating position of the throttle valve. When the throttle valve is closed, the high suction resulting from the closing of the throttle valve operating through this passage, takes the fuel which is drawn to the upper discharge ends of the ports, 27", of the bridge nozzle member,. drawing itwin through the ports, 27 and thus delivering the fuel to the engine beyond the throttle.

When the throttle valve is opened after having been closed during idling, the fuel which has been drawn into the passage, 100, and standing'therein, constitutes a fuel supply which is promtly responsive to the suction at the nozzle bridge, which is increased upon theopening of the throttle valve, so that that supplyis instantaneously available for enriching the fuel mixture in the immediately following strokes of the' engine when such enriched mixture is required for accelerating the engine action.

For priming the carburetor upon starting with the passages leading to the nozzle presumably, or liable to be empty, the body, A, is bored, as seen at 65, and counterbored, as seen at 65, through a boss, a", the counterbored traversing the'fuel chamber, 30, and the bore intersecting the duct, 76, as seen in Figure 10; and a needle valve device, 120, if fitted in said counterbore, its tapered terminal 120 extending in the bore, said valve having a shoulder, 120", which is adapted to 'seat at the shoulder formed by the counterbore, This valve, as shown, is designed to be operated by a direct thrust and pull, not being screwed in, but being fitted so as to be snugly 'held at adjusted position by having .its outerend split, as seen at 120, and normally spread for being tightly held in the bushing, 120, which is screwed into the boss, a for affording tight slide bearing for said valve. For priming, the valve will be pulled outwardly, thus opening free communication from the chamber, 30, to the duct, 77, inde- In the form shown in Figures 12, 13, 14:-

and 15, the provision for momentary increase of fuel supply for acceleration upon opening the throttle after an idling period and increased opening, are omitted and the fuel nozzle is of the more usual form extending and discharging axially with respect to the air and fuel mixture conduit,

The parts which are identical with the corresponding parts of the earlier figures are identically indicated by reference characters. The fuel nozzle, 27*, is mountedat an apertured boss, 27, rotruding from the convex side of the 90 duit through whose aperture, 27, the nozzle, 27*, is in communication with the fuel chamber at the lower part thereof-and as shown, directly, above the dam ing plate, 48, and governing diaphragm, 4

In both the forms shown, 32 represents a strainer interposed in' the fuel inlet connection antecedent to thevalve which controls the fuel flow into the fuel chamber.

1, A fuel feeding apparatus for an internal combustion engine comprising'a casing having an air and fuel mixture conduit, and adapted for mounting on' the engine with said conduit communicating, with the engine intake manifold, said casing having a fuel chamber provided above the fuel-accommodating space thereof; with'a' vent directly to the atmosphere for admitting atmospheric pressurelunaflected by the running of the engine; a fuel passage from the lower part of said fuel chamber terminatin for discharge in said conduit at a point elow the level of the atmosphere vent of the fuel chamber, said chamber-having connection for receiving fuel by pressure" from a fuel source,

' a valve for. controlling fuel inflow to the chamber, said chamber having located bodily at the lower part a yielding wall member exposed to the hydrostatic pressure of the column of liquid which may be accumulated in the chamber, and operating connections from said wall member arranged to hold the valve closed when the fuel reachesa predetermined height in said chamber.

2. A carburetor for aninternal combusvtion engine comprising a easing having an air and fuel mixture conduit and adapted for mounting onv the engine with said conduit communicating with the engine intake manifold, said casing-having a fuel chamber pro vided above the fuel-accommodating space therein with a vent directed to the atmosphere for admitting atmospheric pressure unaffected by the running of the engine; a fuel Y ber, terminating for passage fromthelowerdpart of the fuelchamischagrge' in the fuel mixture conduit at 'a'point below the level of the atmosphere ventjof the fuel chamber, said end of the air "conchamber having connection for receiving fuel by pressure from a fuel source, a valve controlling fuel inflow from said source, said .when the fuel reaches a predeterminedheight in the chamber. y

3. In the construction defined in claim 1, the valve being arrangedfor seating in the direction of fuel inflow to the fuel chamber, the wall member being resiliently m'aintained normally in position for holding ,the, valve open against the inflow.

4, The construction defined in claim l havi ing the air and fuel mixture passage extending generally in upward direction for connection with the engine intake manifold,vthe fuel chamber being locatedlaterally with respect to said u wardly extending passage, and having its ottom formed by the yielding wall member.

5. The construction defined in claim I havingtheair and fuel mixture passage-extending in generally upward direction for connectionwith the engine intake manifold, the fuel chamber being located laterallywith respect to said upwardly extending assage and having its bottom formedby t e yielding wall member, the connection for fuel inflow from the fuel source being lateral with respect to the fuel chamber ata point above the level of the yielding'wall member, and by means of- 'a passage leading downwardly within the her being located laterally with respect to the upwardly extending part and extending under the laterally flexed lower end, and

having its bottom extending below said flexure, the yielding wall member being at the bottom and extending under the flexure, whereby without increasing the horizontal dimension of the entire device over all there is afforded for the yielding wall member at substantially horizontal position for exposure to the hydraulic ressure an area large relatively to the horizontal cross section of the chamber at the portion positioned laterally of said u wardly extending passages" 7. A uel feeding apparatus for an internal combustion engine comprisinga casing having an air and fuel mixture passage and adapted for mounting ont he engine with said passage communicating with the engine intake manifold, said passage having a transversely extending longitudinally apertured nozzle member, the casing having-a fuel chamber extending in a vertical direction adj acent to said passagefor containing fuel approximately to the level of the discharge of the nozzle member, said casing having ducts leadingfrom the lower part of the fuel chamber and terminating in registration with the opposite ends of the longitudinalaperture of said nozzle member, the nozzle member having intermediate its ends upwardly dis charging ports;

8. A fuel feeding apparatus for an internal combustion engine comprising acasthe casing having passages leading from the lower part of the fuel chamber at opposite sides of the air and fuel mixture passageto a level approximating the governed level of the fuel chamber, and a transversely extending longitudinally apertured nozzle member mounted in the fuel conduit having its oppo site-ends registering with said passages re- Ting ' said fuel chamber,

spectively and having intermediate its ends upwardly discharging ports.

9. .A fuel feeding apparatus for an internal combustion engine comprising a casing havan air and fuel mixture p'assageand adapted formounting on the engine with said passage communicatingwith the engine intake manifold, said casing having a fuel chamber extending up along one side of said air and fuel mixture-passage and connected for receiving fuel from a fuel source, and means for governing the level of the fuel in fuelflow passages leading from the lower part of ,the. fuel chamber at opposite sides of the .air and, fuel'mixture passage and extending approximately to the governed level of the fuel chamber and opening for discharge of fuel in the air and. fuel mixture conduit, said passages each compris- I so ing a variable'capacity chamber, and ineans for momentarily reducing said chamber capacities for momentarily impelling-there from the fuel therein through said fuel .fiow

passages forI discharge in the air and fuel mixture passage.

10', A fuel feeding apparatus for an internal combustion engine comprising a casing having an air and fuel mixture passage and adapted for mounting on the engine .with said passage communicating with the engine intake manifold, a throttle valve'controlling communication of said passage with the en-'- gine intake, said casing having a fuel cham- ;and opening therein throttle valve, whereby .when the throttle ber open. to atmospheric pressure above the fuel accommodating space thereof and connected' for receiving fuel from a fuel source, and means for governing the level of the fuel in said fuel chamber,-the casing having a fuel passage leading from the lower part 'of the fuel chamber terminating for. discharge in the air and fuel mixture conduit approximately at the governed level of the fuel chamber, said passage comprising a variable capacity chamber having a diaphragm constituting one wall of the chamber flexible for enlargin and reducing the chamber capacity, a sprmg reacting on said diaphragm for flexing the for enlarging the capacity chamber, and operating connections from the throttle for flexing the dia hragm in opposition -to the spring in cham initial opening movement of the throttle.

11. -A fuel feeding apparatus for aninternal combustionengine comprising a casing having an air and fuel mixture passage and adapted for mounting on the engine with said passage communicating with the engine intake manifold, a throttle valve mounted in said passage for controlling communication with the engine intake manifold, the casing havinga fuel chamber extending vertically for containing fuel adjacenttothe air and fuel mixture passage and having connection for receiving. fuel from a fuel source, and meansfor governing the level'ofthe fuel in said chamber, a fuelpasdiaphragm in the direction r-reducing direction in the fuel in the air and fuel mixture conduit approximately'at the governed level of the fuel chamber, said passage comprising a variable .capacity chamber'having a diaphragm constituting one wall ofthe chamberand flexible forenlarging and reducing the capacity ofvthe chamber, and a spring reacting on the diaphragm for flexing inwardly with respect to the variable capacity chamber, the casing-having a duct-leading from said varias ble capacity chamber and extending longitudinally of the air and fuel mixture conduit beyond'the seat of the valve is closed,.suction of the engine operates forlflexing the diaphragm in opposition to the, spring in direction for enlarging the variable capacity char'nbe'r,, and upon the opening of the throttle valve, the increase of pressure in the conduit beyond the throttle valve operates through said duct .fo'r flexing the diaphragm in thedirection for reducing the variable capacity, ch'ambenfor momentarily impellin'g the fuel therefrom in excess of the normal flow through the first mentioned fuel passage for discharge in the air-and fuel mixture conduit.

-12. In the-construction I defined in claim 11, the variable capacity chamber being com-' prised in the fuel passage from the lower part of the fuel chamber to the point of discharge in the air and fuel mixture conduit by means of two ports of communication between said passage and said chamber, one of said ports having a check valve controlling communication through it opening for movement of fuel from the passage into the variable capacity chamber, the other port being restricted and otherwise uncontrolled.

13. In the construction defined in claim 1], the variable capacity chamber being constituted 'a part of the fuel passage by means of a port of communication between an antecedent portion of said passage and said chamber which is provided with a check valve opening for flow from said passage to said chamber, and a second port of communication between saidpassage and said chamber provided with a normally closed valve which is connected with the diaphragm wall of said chamber for movement to open it in the chamber-reducing movement of said diahragm.

14. A fuel feeding apparatus for internal combustion engines comprising a casing having an air and fuel mixture passage and adapted for mounting on an engine with said passage communicating with the engine intalze manifold, said casing having a fuel chamber extending along one side of the air and fuel mixture passage and connected for receiving fuel from a fuel source, the fuel flow passage leading from the lower part of the fuel chamber extending for-discharge in the fuel mixture passage, said fuel flow passage comprising a variable capacity chamber, said chamber having a vent port at the upper part communicating with the fuel chamber, means for momentarily reducing said chamber capacity for momentarily impelling therefrom the fuel therein through the fuel flow passage for discharge in the air and fuel mixture passage, and a temperature responsive valve member mounted in the variable capacity chamber for controlling said vent port, arranged for seating the valve at the vent port at normal temperature as when the engine is cold, and for opening the valve as the temperature rises above 2 predetermined degree in excess of normal PERCIVAL S. TIGE. 

